NO RESERVE 900 CC Red ZDM3LC4N3SB018359
Number 810 of the 900 Series, Air cooled, Full fairing, V2 four-stroke, 6 speed engine, Disc brakes, Includes owners manual, 839 miles shown on odometer
After Cagiva bought Ducati in 1985, one of the first tasks was to resurrect the 750 Super Sport model. This model was met with limited success,
due to its manufacturing flaws. First available in 1988, the Ducati 900 Super Sport used a Pantah-based 904cc air-cooled 90-degree V-twin with a
two-valve Desmo engine. The 1989 Super Sport received a revised motor from the Ducati Paso 906cc and a 6-speed gearbox. It continued development
and reached a pinnacle in 1993, when the 1993 Ducati 900 Super Sport offered here was released.

NO RESERVE Black VIN/Serial: 1HD1BDK14B4029144
Last year of the Sturgis model, Engine number BDKB029144, 1340cc, 5-speed, Belt Drive, Disc Brakes
Electric start The 1991 FXDB Harley-Davidson Sturgis - Limited Edition Collector Bike: this is the bike Harley
built to commemorate the 50th anniversary of the Sturgis rally. Only 1,557 were made. Of those, 400 went to
Europe and Canada. Only 1,157 were sold in the entire U.S. The '91 Sturgis model was not only a commemorative
bike, it was the prototype for the Harley Dyna Glide line, which makes it twice as significant. It was one of
the most radical new Harley designs since the factory had been founded. This is a bike for the serious rider
or collector.

2C30763H1
1971 Harley-Davidson Super Glide, Willie G's first styling exercise at HD was both patriotic and boat tailed, A striking departure
from Harley's previous models the Super Glide has become a favorite of collectors around the world, Judged at grade no. 2 the the
country by the president of the Super Glide Association, Only 12,947 miles

1HD1GBL48MY113050
Engine number BBLM113050, 1991 Harley-Davidson FXDB Sturgis, Only 3 miles on the odometer for a 27 year old machine, Who could own this
Harley and not want to ride it, The Sturgis model celebrated the world renowned annual Mecca to the tiny town in South Dakota, Replete
with all the correct special features this example is as close to new as you can find

1HD1GBL48MY113050
Engine number BBLM113050, 1991 Harley-Davidson FXDB Sturgis, Only 3 miles on the odometer for a 27 year old machine, Who could own this
Harley and not want to ride it, The Sturgis model celebrated the world renowned annual Mecca to the tiny town in South Dakota, Replete
with all the correct special features this example is as close to new as you can find

650 CC 4-Speed Red GA723771
Complete top to bottom mechanical and cosmetic restoration, Last year of the pre-unit twins, This is a like new motorcycle, ready to be taken out
and ridden, Won best of show at the Hanford Motorcycle Show, Hanford California May 2015, trophy not included in sale, Frame no. GA723771, Engine
no. DA10R8103

Blue VIN/Serial: 63FLH7530
1963 Harley-Davidson Duo Glide FLH, Just about as American as they come, This early bagger has all the styling
ques of an early American muscle car, Loud, accelerating and shakes like an over caffeinated gorilla

NO RESERVE 74 CI 4-Speed 67FLH3207
1967 was the second year for the Shovelhead Electra-Glide, Shovelheads with the generator lower end were only produced from 1966-69, Buddy seat, Safety guards,
Fiberglass saddlebags and Tour Pack, Spotlights<
/td>

650 CC 4-Speed Red JD 00705 A65L
Another fine example of a ground-up Martin Schalkwijk restoration, The 7650 Lightning was BSA's top-line bike designed as the all-round sports machines of
the 1960's and aimed to go head to head with the Triumph Bonneville, Being the last year of the oil-tank models, this is probably the most collectable of
all the A65's, The well developed 1970 Lightning was fast, handled well and benefited from a new balance pipe between exhaust headers, revised silencers
(mufflers), wider gasket surfaces on the engine cases, and the new 8-inch TLS (Twin leading-shoe) drum brake up front

883 CI 4-Speed Red 59XLCH2346
Previously owned by Dr. John Falhberg who displayed it at the Kick Start Sports Bar for many years, Rebuilt motor with .040 pistons, Hi-Fi red and
white paint, Air brushed tank emblem, OHV, air cooled, V Twin, four stroke engine, Chain drive, Drum brakes, Receipts included
Harley-Davidson's Sportster model was born out of the beginning of the 1950s with the 45 CI flathead known as the K model. The year 1957 brought trouble
for Milwaukee-based Harley-Davidson, as its K model was now outdated and underpowered, and paired with the "British invasion," it had taken a toll on
business. The Sportster kept some of the K model's finer features, borrowed the improved features of the imports making their way into the U.S. market
and borrowed from the company's racers, leading to the production of the Harley-Davidson CH. In 1959, the XLCH was taken off road with Harley-Davidson"s
Hi-Performance model, and the rest is history. The Sportster was Harley-Davidson's new beginning and still serves as a competitor to this day, as well
as one of the company's longest-running models.
Purchased by Dr. John Falhberg, this 1959 Harley-Davidson Sportster XLCH is a beautiful example in very original condition, the exceptions being its
exhaust and rear fender. Among original items at the time of purchase were the frame, engine, tank, seat, pan, mag, headlight and more. Since then,
it"s 53.88 CI engine has been rebuilt with .040 pistons, it's frame was powder coated, the correct upswept exhaust and rear fender were located and
installed, and it has been repainted in Hi-Fi Red and white paint with its tank emblem air brushed on to replace the nearly non-existent original decals.
The motorcycle was on display on a pedestal for many years at Falhberg's Kick Start Sports Bar in Tuscon, Arizona, until Falhberg sold the bar, leading
to this and his other motorcycles to go up for sale.

650 CC 4-Speed White/Orange 02503
Beautifully executed total restoration, Detail Correct and picture perfect, High pipes, Quick detach headlight, Trials tires, Correct gauge, carburetor,
etc., Frame # 025036, Engine # TR6 025036, A Jim Hiddleston meticulous restoration
Triumph's post-war TR5T Trophy model was originally a competition machine, a replica of the factory's 1948 ISDT machines built for trials and scrambling,
using a short frame, high ground clearance and a mildly tuned 500cc all-aluminum engine. The Trophy was a terrific all-around competition bike, although
it became a little squirrelly at highway speeds. The Trophy gained a swingarm frame in 1955, and it began to lose its specialized off-road character,
becoming more of a street scrambler, which meant it could be ridden on the highway without feeling it was built for the dirt. It was still a very capable
competition bike, and Trophies were used in all sorts of competition well into the 1960s. In the U.S., Triumph's No. 1 market, the suggestion of dirt-worthiness
was its biggest selling point; the success of the TR5T Trophy model led to a clamor for "more and bigger" for America. Triumph responded by building a
"Desert Sled" version of its 650cc Thunderbird: the TR6 Trophy, or "Trophy Bird." The TR6 used a new high-compression aluminum cylinder head (with single
carb), and with its 8.5:1 pistons gave 42 HP, and was available as the "A" roadster, or "B" off-road model, with high-pipes and quick-detachable headlamp.
This 1959 Triumph TR6B is a beautiful and correct Jim Hiddleston restoration, and it is as perfect an example as you'll find. It has the correct 8-inch
front brake of the post-1957 Trophies, with high pipes for the American market, a quick-detachable headlight, the correct gauges, carburetor and trials
tires, not to mention its matching engine and frame numbers. The Trophy Bird was enthusiastically adopted by American off-road racers, and the pre-unit
version is the most highly coveted of all Desert Sleds today. It has the right combination of power with relatively light weight, and it handles well
over soft or loose surfaces. Trophy Birds are rare these days, as they were often ridden to death, but they have stunning good looks and are still as
fun to ride as when they were new.

NO RESERVE 74 CI 4-Speed Yellow 47FL8038
Built by the legendary Denver"s Choppers, Pro/Street Series, Dual Stromberg carburetors, Belt drive primary, Disc brakes, Extended springer fork
Denver Mullins founded his chopper-building business in 1967, in San Bernardino, California. He was among the first commercial "chopper shops" in the U.S., and he was
capable of modifying just about any motorcycle into a work of street art. While many "assume" chopper means a modified Harley-Davidson, that certainly wasn't the case
in the 1960s and ‘70s, when any motorcycle was fair game. Mullins preferred Honda CB750 motors for his machines in the late 1960s, and Kawasaki Z1 fours when they came
available in the mid-1970s. He preferred Japanese fours as they were smooth, had excellent performance, were unfailingly reliable and didn't leak oil.
Denver's Choppers built frames, forks, tanks and whole motorcycles for its customers, and it favored an extremely stretched-out aesthetic with extra-long "springer"
forks-24-inches over or more-sometimes called the Swedish style, although Mullins arrived at the style independently. His machines were a constant fixture in custom
motorcycle magazines from the 1970s onwards and graced the pages of magazines like "Easyriders" and "Street Chopper" more so than any other builder, which speaks highly
of the quality of the work and the aesthetic appeal of their style. A Denver's chopper is perfectly proportioned, has beautifully blended tanks, joints, seats, rear
fenders and sissy bars, and almost always features a stunning paint job. They were not overly flashy or over-complicated, but simple and tasteful-within the chopper
genre-with an almost insect-like delicacy in their stretched-out wheelbase.
This Denver's chopper is based on an original 1947 Harley-Davidson EL Knucklehead motor, as part of its "Pro/Street" Series of drag-inspired customs. It features twin
Stromberg carburetors with Hot Rod intakes, a belt primary drive and disc brakes. It's an outrageous motorcycle with its yellow paint job, but the chassis, being
drag-oriented, is shorter than the usual Denver's project, and perhaps more easily ridden on the street. Regardless, it's a piece of chopper history from one of the
most famous shops of all... a true original.

NO RESERVE 4-Speed Red/White/blue VIN/Serial DKM182947
Captain America replica, Delkron Panhead engine
The movie "Easy Rider" was released in 1969, and it featured a pair of choppers as charismatic principal characters. They weren't merely props; the motorcycles were essential to
present actors Dennis Hopper (also the director) and Peter Fonda as emblems of the American youth culture that sought independence from traditional institutions, labels and social
roles, and attitudes. While the film pioneered "Indie Cinema," and was modestly popular at the box office, the "Captain America" and "Billy" choppers became world famous. Far more
people hung posters of Fonda and Hopper riding their choppers in the film than those who ever actually saw the movie - likely the art-house style of the film's production, and its
bummer ending, would have turned them off anyway.
It wasn't revealed until 2009 that the "Easy Rider" choppers had been designed by civil rights activist and filmmaker Cliff "Soney" Vaughs and built by Benny Hardy at his shop in
Watts, California. Vaughs had been associate producer on "Easy Rider," but after Columbia took over the production (Hopper burned up the budget shooting endless footage in New
Orleans), the initial crew was fired en masse. As part of a financial settlement with Columbia, Vaughs signed off his credit in the film, and in the subsequent 40 years, many p
eople claimed credit for the design of what had become the most famous motorcycles in the world. Finally, in 2011, Fonda acknowledged the important role played by Vaughs in
"Easy Rider," including the design of "Captain America."
The "Captain America" chopper has been endlessly copied, as the design is stunning, and has become an American icon. Columbia Pictures commissioned a series of replicas in 1969,
which were placed in the lobbies of cinemas across the U.S., and a flood of private replicas of the "coolest motorcycle ever" were built in garages from Los Angeles to New York
City. This replica uses a Delkron Panhead engine, and it varies slightly from the original in using a "springer" extended fork instead of the telescopic forks used in the film.
The bike pushes the same buttons as the original though, and is instantly recognizable as a "Captain America" chopper. It's waiting for the next owner to ride down life's endless
highway, a rolling celebration of freedom.

NO RESERVE 1000 CC 4-Speed Blue VIN/Serial R2198
Beautiful ground up restoration, Zero miles since restoration, Museum quality, Complete nut and bolt restoration with over 90% original parts, All hardware plated and hand
polished, Engine was built by Dick Busby, Bike is correct for an early 1948
Rapide: was there ever a more evocative name for a motorcycle? Philip Vincent was nothing if not a romantic figure. He"d invented and patented his triangulated swingarm
chassis in the late 1920s, and he used his inheritance to buy the defunct HRD brand and commence production. By 1936, he"d doubled-up his high-camshaft single-cylinder
Comet model to make a new V-twin, the first Rapide, which was instantly the fastest production motorcycle in the world with a 110 MPH top speed. While civilian production
of motorcycles was halted during World War II, Philip Vincent - with Australian engineer Phil Irving - worked after-hours to design an all-new Rapide with a unit-construction
motor and internal oil lines. In 1946, the Series B Rapide was revealed, and it bristled with innovation. The oil tank was the minimal spine frame, with the front and rear
suspension "hung off" the engine and oil tank. The new Rapide was lighter and faster than its prewar sibling, with "good ones" recording 120 MPH from new and showing good
results in Unlimited-class racing. With doubled-up front and rear brake drums, and an amazing range for rider adjustment of foot, seating, wheelbase and rider position -
mostly without the need for tools - the Rapide was a revelation of complexity in a simplified world. This 1948 Vincent-HRD Rapide is a Series B model with Brampton girder forks.
Many riders prefer the Bramptons over the later Girdraulic forks, as the steering of the Vincent is lighter with the girders. This machine has had a beautiful restoration
from first principles, including an engine rebuild by Dick Busby. It's had zero miles put on the odometer since the museum-quality restoration, which used more than
90-percent-original parts, with all hardware plated and hand-polished. It was the fastest bike in the world when new, and it's still a compelling and beautiful machine today.

NO RESERVE 74 CI 4-Speed 66FL2338
First year Shovelhead Electra-Glide, Shovelheads with the generator lower end were only made from 1966-69, Dual exhaust, Buddy seat, Safety guards, Fiberglass saddlebags
The Harley-Davidson FL series was first introduced in 1941, featuring the second iteration of the Knucklehead with a 74 CI (1,200cc) motor. The Knucklehead motor was improved
in 1948 with the addition of aluminum cylinder heads, hydraulic valve lifters and new crankcases with revised oiling, which was known as the Panhead. The first-year Panhead
retained the Knucklehead's rigid frame and springer forks, but in 1949, the first Hydra-Glide was introduced, with telescopic forks, but still a rigid frame. In 1958, the
chassis was further improved with rear suspension for the first time, which was known as the Duo Glide. Finally, Harley-Davidson had a modern chassis on par with any other in
the industry in terms of comfort and suitability for long-distance touring in style.
In 1965, Harley-Davidson introduced the Electra Glide, one of the most evocative names in motorcycling history, and it truly entered the modern era. Not only was this a Big Twin
with full suspension, but Harley-Davidson had finally answered its foreign competition with the addition of an electric starter. The very next year, the Shovelhead engine was
introduced a larger aluminum version of the Sportster cylinder head atop the Panhead crankcase, which added 5 HP, and the new model was also known as the Electra Glide.
Harley-Davidson's big cruiser gained a new frame to house the large 12-volt battery, as well as a reshaped primary-drive cover in cast aluminum to accommodate the electric-starter
mechanism. The Shovelhead "Glide" continued in production for another 18 years, later adding alternator electrics, electronic ignition and disc brakes.
This 1966 Harley-Davidson FL Electra-Glide is a rare first-year Shovelhead, and it has had an extensive restoration. It has the correct dual exhaust, a buddy seat, safety guards
and period fiberglass saddlebags. In short, it's a time-warp Harley-Davidson touring rig with all the correct tinware. As time goes by, appreciation for the Shovelhead is growing,
and a first-year anything is the one to have. This Shovelhead combines a touch of the older Harley-Davidson styling with the buddy seat, and a bit of the new with its full
suspension and electric starter: the best of both worlds.

1000 CC 1HD1CDH21DY120744
1000 cc 2-cylinder engine, Frame number: 1HD1CDH21DY120744, Engine number: CDH21DY120744
The Harley-Davidson XR1000 was the factory's belated attempt to capitalize on the tremendous good will they'd gained by dominating the flat-track
scene for decades. Using modified versions of Harley-Davidson's race-winning XR750's aluminum cylinders and heads on standard XL Sportster crankcases
gave the best of both worlds: the look of a racer on the street, without the warranty issues. The XR1000 was essentially a "backroom special,"
produced in extremely limited numbers away from the standard assembly line. This apparent lack of factory attention to an exciting new model was
due to Harley-Davidson's next big thing, the Evolution all-alloy motor, which was secretly under development. The XL Sportster chassis handled
surprisingly well, and with slight improvements to its suspension and brakes, could cope with more horsepower. The XR1000 gave flat-track fanatics
almost what they wanted, which was an XR750 for the street. The styling of the XR1000 wasn't identical to the XR750, bearing more relationship to
the standard Sportster with a small tank and solo seat, but the exhaust system was pure racer with dual matte black high-pipe exhaust. Combined
with the twin Dellorto carbs, the XR1000 was a very racy machine, but expensive to build in such limited numbers, making its price unacceptably
high for most buyers. Plenty lusted after them though, as Harley-Davidson launched the model by sending an XR1000 racer to Daytona, where Gene
Church won the new Battle of the Twins series with his machine, "Lucifer's Hammer," three years in a row. Church was clocked at 156 MPH in 1986
at Daytona during practice, which surprised the Ducati team, who congratulated him. Church modestly claimed they were having carb problems, which
the Ducati boys thought cheeky, but Church then lapped Daytona at 170 MPH, and the world was reminded what Harley-Davidson could do to a racing motor.
This 1983 Harley-Davidson XR1000 is a rare, limited-production machine in original-paint condition; it's not perfect, but it is unrestored and
unmolested. The XR1000 is the ultimate Sportster and a heck of a fine machine to ride, and this one looks ready to go.

3465201
For Indian, 1946 was the first year of postwar production as well as the first year under the helm of new owners. Indian had seen its
most profitable years ever under E. Paul DuPont, with graceful Art Deco designs in the 1930s that gave way to Briggs Weaver’s amazing
new deep-skirted styling of 1940. DuPont was in poor health by 1945, so he sold Indian to a group of investors headed by Ralph B. Rogers.
Rogers was a self-made millionaire, but not a motorcyclist. He had big ideas for modernizing the motorcycle-production system to allow
Indian to compete on the global stage with lighter, more compact machines along British and European lines. Convinced the modular
engine system being developed by the Torque Corporation (with Briggs Weaver’s designs) was the future, Rogers could point to the fact
that the engine could be produced from single to 4-cylinder engines, with mostly common parts between models. Until the new models
were ready, the Chief remained in production as the sole Indian model for the postwar market; the Model 346 Chief. The 1946 Chief
featured a 74 CI side-vavle motor with 3-speed gearbox, which was wholly adequate for its broad power spread. With around 40 HP,
the Chief was about as fast as the Harley-Davidson Knucklehead, which led to plenty of talk and competition between the rivals.
Three Chief trims were offered, including the Clubman - a stripped-down model with solo seat - the Sportsman, with touring accessories
added (including chromed crash guards front and rear) - and the Roadmaster, armed with a full touring specification with fairing,
saddlebags and crashbars. Indian loyalists loved their deep-skirted Chiefs and kept the faith that the new management would soon
introduce a modernized version of their favorite make to keep America’s oldest motorcycle factory at the front of the industry. This
1946 Indian 346 Chief is fully and correctly restored and is a real beauty. A Clubman model in solo specification, it is made for
hurtling a rider down the road in tremendous style.

VIN/Serial EV3108
Egli Vincent Black Shadow recreation by world famous Vincent expert Patrick Godet of France, This machine won the First in Class and Best
of Show at the prestigious Le May Museum 2015 Vintage Motorcycle Festival, 1330 cc engine, Ceriani Gp type forks, nickel plated chrome moly
frame, electric starting and magnesium four leading front brake shoes, This motorcycle has been written about in many articles as one of
the most beautiful motorcycles in the world
The ultimate Vincent café racer, Fritz Egli gave new life to the Vincent engine in 1967, creating a new frame for the "World's Fastest Engine"
that had a very outdated chassis. The clever Swiss engineer and racer’s radical new chassis had a large-diameter backbone frame, doubling as
an oil tank. The frame was light and strong; combined with a good set of front forks and rear shocks, plus up-to-date brakes, the resulting
Egli-Vincent was a motorcycle with thoroughly modern performance, decades after the engine was originally built. In 1968, demand for his frame
meant Egli started small-scale production. Demand for the Egli-Vincent has been continuous since then, as it not only has terrific road
performance, but the looks of that all-black motor in the nickel-plated frame and Egli’s signature tank curving over the V-twin engine make
for a simply devastating café racer. Frenchman Patrick Godet is an arch Egli enthusiast, and after restoring a few Egli-Vincents, was given
the sole license by Fritz Egli to produce his frames. Godet uses original Vincent engines, as well as modern replica Vincent motors, with
engines of up to 1,600cc and capable of more than 100 HP. He can only produce so many machines per annum at his small workshop, resulting in
a years-long waiting list, and as such, customers must pay and wait. This 1968 Godet-Egli-Vincent is a stunning machine, the ultimate British
café racer, setup to be a very fast road bike with its twin front cylinder heads that have been gas flowed, alloy rims, replica Fontana magnesium
double-sided four-leading-shoe front brake hubs, Ceriani road race forks, swept-back exhaust pipes with a BSA Gold Star muffler and a fairing
based on the Laverda SFC. This is an incredible machine, ready for some hot road work, and it looks simply amazing.

NO RESERVE 1000 CC Black VIN/Serial RC8521
Unique one-of-a-kind motorcycle, specially built by Trackmaster Racing, Chrome Moly Racing frame with integral oil tank, Lightweight aluminum 'Matchless' gas tank, Suzuki
forks and disc brakes, Trackmaster billet aluminum triple clamp, Aluminum rims with stainless steel spokes, Two front heads, Amal T.T. carbs, V3 Multi Disc clutch, Electric
start, Carillo Rods, MK II Black Lightening cams, B.T.H. magneto, Custom stainless steel exhaust pipes
This is likely the world’s only Vincent Street Tracker; it was specially built by Trackmaster Racing, and is definitely one-of-a-kind. One might wonder why, but the Vincent
engine that held the record for the World’s Fastest Production Motorcycle from 1946-73 was certainly as suitable as a modified Harley-Davidson Sportster engine for flat-track
racing. While this machine is unlikely to have seen the dirt, the concept is sound: put a fast motor in a racing chassis. And a fast motor it is, as this Vincent engine has
two front cylinder heads for better gas flow through its Amal TT racing carburetors, as well as Carrillo connecting rods, a V3 multi-disc clutch and Vincent MkII racing cams
from a Black Lightning. Sparks are provided by a BTH magneto, and burnt fuel exits through custom stainless-steel exhaust pipes with no baffles or mufflers. The frame was
custom designed and built to fit the Vincent engine using chromoly tubing with an integral oil tank. Suzuki forks and disc brakes were used in the build and held in place
by Trackmaster billet triple clamps, the wheels spin on aluminum rims with stainless spokes and the fuel tank is a lightweight aluminum Matchless competition item. The styling
of this 1952 Vincent Trackmaster is pure street tracker, with a humped seat and big 5-inch Black Shadow speedometer complementing the black paint combined with a nickel frame.
The effect is stunning. But the beauty goes more than skin deep, as this well-thought-out and beautifully executed street tracker is a gorgeous machine, begging to be let loose
in the canyons to hear the snarl from those shotgun pipes.

1200 CC 4-Speed Blue 46E5701
This is the original "John Teller Bike" from the TV series S.O.A. that was parked in the club house
It’s a movie-star Knucklehead, a clubhouse bike from the "Sons of Anarchy." This 1946 Harley-Davidson EL was the John Teller bike that sat in the
"Sons of Anarchy" clubhouse in the early seasons of the infamous TV series. Any Harley-Davidson EL Knucklehead is collectible today, being the
company’s first OHV Big Twin and the foundation of its current line of touring bikes; it seems the decades when a "Knuck" could be chopped, bobbed
and modified are waning, as their value rises with their stature in the antique bike world. The Harley-Davidson Model EL was introduced in 1936 as
the final evolution away from the company’s original F-head lineup of 1905; the first side-valve Big Twins emerged in 1930 as the Model V, and the
Knucklehead - as it became known for its curved aluminum rocker-arm covers - became the range leader for 11 years. The Model EL has a 61 CI (1,000cc)
capacity motor with a modern recirculating oil pump, a very strong frame and forged springer forks, and a superb 4-speed gearbox. All this brought
Harley-Davidson technologically on par with motorcycles around the globe, and made it the most technically advanced motorcycle on the American market.
The "Knuck" is more than just a pretty motor; its styling is an absolute American classic with balanced lines that Harley-Davidson still refers to in
its current lineup. The Knucklehead has a shapely tear-drop gas tank and flared fenders, and it is an incredibly stylish motorcycle. This 1946
Harley-Davidson EL Knucklehead is a first postwar model, which is virtually unchanged from that landmark prewar design. It’s also got one heck of a
story attached, being a significant character in the "Sons of Anarchy" universe, used as a touchstone to Harley-Davidson’s century-long legacy with
motorcycle clubs, and the most important model from the company’s modern era.

500 CC Black VIN/Serial 623861
Fastidiously restored and maintained, Frame No. 623861, Engine No. 623861, Genuine Steib, properly fitted, BMW Factory certificate of authenticity,
Receipts and records included
The best, most elegant sidecar outfit of the 1960s, the BMW R60/2 and the Steib sidecar was a match made in heaven. Both are icons of German design,
and they were literally made for each other. The whole outfit epitomizes Teutonic styling, simple and unornamented, extremely practical and reliable,
and yet somehow quite beautiful and elegant at the same time. The BMW R60/2 was the latest development of BMW's famous 600cc flat twin, and the R60
was introduced in 1955, using the Earles front forks, built under license. Earnie Earles developed this leading-link fork for its immense strength
and total resistance to sideways forces, as found in hard cornering or when hauling a sidecar. The Earles forks defined the "look" of BMWs from
1955-69 as solid and practical machines. BMWs were among the most expensive motorcycles available, and owners loved to add accessories for
long-distance touring, the ultimate being the most expensive and luxurious sidecar on the market, the Steib S500. The R60 model with its "square"
bore/stroke and ultra-smooth power delivery was immediately successful, and it exemplified sophistication and reliability. With a sidecar added,
it was the ultimate in a very long line of sidecar haulers, a tradition that was sadly waning by the 1960s. With its rounded tank and cantilever
saddles, these BMWs had an old-fashioned look even when new, which suited them just fine. This 1962 BMW R60/2 with Steib sidecar outfit has been
meticulously restored and fastidiously maintained. Its engine and frame both show No. 623861, and it includes a BMW factory certificate of
authenticity, as well as receipts and records from the owner's tenure. There's nothing like the elegant beauty of a BMW sidecar outfit.

74 CI 3-Speed VIN/Serial CDH3963
Beautiful restoration. Frame and engine numbers match. Beautiful example of this iconic American motorcycle model. Fully restored and meticulously
maintained. Tools included with records and receipts. Includes optional new leather dual seat. Particularly handsome air-streamed design, To quote
the 1948 sales brochure : " Full skirted fenders and clean design provide an-up-to-the-minute appearance that attracts admiring glances wherever
an Indian rider goes."
The 1948 Indian Chief was supposed to be the last of the line, making way for a whole new set of Indians built on a lightweight chassis. Things
didn't turn out exactly that way, but this was the last Chief with girder forks. Ralph B. Rogers was a self-made millionaire, who parlayed business
savvy into an American success story. In 1945, at the age of 36, he was inspired by Briggs Weaver, the stylist who’d created the iconic deep-skirted
Indian design, to purchase Indian from the DuPont family. Weaver came up with a new light design with good performance that would be inexpensive to
produce. Rogers and his whole family enthusiastically embraced the concept and learned to ride motorcycles. In 1946, Rogers toured Indian dealers
across the country with his new plans for Indian and doubled the number of dealerships. While the new Indians were being developed, the Chief was
kept in the lineup through 1948. Postwar, it had gained the girder-type fork of the military 841 but kept the clean Weaver styling. With three
options of build/accessory combinations as standard, the Roadmaster was the king of the heap, with full touring accessories and more power.
Model-year 1948 was to be the last year of the Chief and the "old" V-twin Indians, but problems with the new singles and twins when introduced
meant the Chief was brought back into production for 1950. In the meantime, a boardroom coup saw Rogers ousted, and he personally lost $4.5 million
from his investment in Indian. He later became the CEO of Texas Industries and is considered the savior of PBS, saving it from the Nixon
administration's axe in 1972. This gorgeous "last year" 1948 Indian Chief is a glorious restoration of this American classic. It"s a matching-numbers
machine, comprehensively renovated and meticulously maintained with tools and extensive records/receipts from the rebuild. The sale includes an
optional new leather seat. To quote the 1948 catalog, "Full skirted fenders and clean design provide an-up-to-the-minute appearance that attracts
admiring glances wherever an Indian rider goes."

61 CI 4-Speed 46EL2323
Restored. Meticulously sorted. Previous to the release of this famous model overhead valve design was only seen on American factory racing machines.
In making this performance model available to the general public, Harley Davidson took a large risk in a period of depressed sales. Widely regarded
as the superbike of its era and the bike that paved the way for Harley Davidson to become the dominant US manufacturer. The famous name "knucklehead"
came from its appearance of a closed fist when viewed from the right side. This example has been fully restored and sorted. Includes records, receipts,
toolkit and new leather "buddy" seat (dual seat).
If you want to improve your luck, buy a "Knuck." The Harley-Davidson EL gained its Knucklehead nickname from the shape of its aluminum rocker covers,
and it continues to be held in affection by V-twin fans everywhere. When the machine was introduced in 1936, the Model EL was the first OHV V-twin
roadster Harley-Davidson had ever built, and it proved to be a radical departure for the “Motor Company,” which had built its well-earned reputation
on the solidity and reliability of its motorcycles. The EL was introduced with no fanfare whatsoever, as the factory feared that the exposed valves
would inevitably lead to some reliability problems. In fact, the Harley-Davidson board was so nervous that they didn’t advertise or catalog the EL
for its inaugural year. The EL has a 61 CI (1,000cc) motor with a fully recirculating oil system, a very strong frame and forks, and a 4-speed gearbox.
It was the definition of a modern motorcycle; in fact, it was the most technically advanced motorcycle on the American market in the late 1930s. The
engine is beautiful and the chassis styling is an American classic, with the smooth and balanced lines that has inspired Harley-Davidson design up to
today’s models. With its shapely teardrop gas tanks and flared fenders, the Knucklehead is a blue-chip classic, and demand for them is increasing.
This 1946 Harley-Davidson EL Knucklehead is the first postwar model, one that is virtually unchanged from the prewar design. It’s been meticulously
restored and sorted, and it includes detailed restoration records and receipts, a toolkit, a new leather “buddy” seat, rear crash bars, leather saddle
bags and spotlights, as well as extra brake lights under the saddle for a measure of safety. The Knucklehead was a groundbreaking motorcycle for
Harley-Davidson and laid the path to the firm’s bright future.

1000CC 4-Speed VIN/Serial FC10210B Correct numbers
Philip Vincent had the inspiration to build the best, most rider-friendly, comfortable and fastest motorcycle in the world
while a student in the 1920s. His patented, triangulated rear-suspension system was an excellent solution to the problem of
rider comfort, 10 years before shock absorber units were adapted to motorcycles. When he finally designed his own engine,
with the help of Phil Irving, it was a fast and sophisticated motor in one of the best chassis in the industry, and when it
was doubled up to form the V-twin Rapide of 1936, Vincent created the fastest motorcycle in the world, which needed some
development to become the most comfortable and rider-friendly machine he envisioned. Vincent had time to consider and
redesign his motorcycle during the dark days of World War II, and with Irving, he’d completed blueprints for a totally
new machine by the end of the war, fulfilling his dream of the ultimate sports-touring motorcycle.
The new Rapide model, dubbed the Series B, used Brampton girder forks just like the prewar model, but the resemblance ended
there, as the engine was now a unit-construction compact masterpiece, and the frame had nearly been eliminated entirely.
Using the engine as a stressed frame member, the oil tank atop the motor did double duty, holding the steering head at its
forward end. The rear swingarm bolted onto the rear of the motor, and the spring units for the triangulated suspension
bolted near the rear of the oil tank. This kept the overall weight and length of the Rapide light, low and very compact.
The Rapide (and Black Shadow) were updated in 1950 with new forged-aluminum forks - the Girdraulics - and the Series C Vincents
began. The new Rapide was good for 115 MPH, and could be ridden hard and long, as countless owners have subsequently proved.
This 1954 Vincent Series C Rapide is an older restoration with matching numbers. It’s a very correct rebuild and has acquired
a modest second patina, which makes the Rapide all the more appealing as an authentic machine.

80 CI VIN/Serial CEJ1059B
Fully restored as a rider, Full documentation of the build including all receipts and history, Rebuilt by Bo's Indian in PA, A full dresser with
all the bells and whistles, Has been on display in a collection the last 2 ears, Top of the line 50's Chief, The fastest and largest engine and
smoothest rider Indian ever made
As Indian was fully committed to its new single and vertical twin-cylinder models for the 1950 season, the V-twin Chief was expected to go the
way of the buffalo. Despite some competition success and an attractive new lineup, teething troubles soured buyers on the new line, so the Chief
was returned to production at the end of 1950. Only 500 Chiefs were built that year, making 1950 Chiefs very rare. The Chief had been in
production since 1922, with Charles B. Franklin’s design of the new Powerplus side-valve engine. Franklin’s motor was the basis of all Chief
models and was good enough to develop over three decades. In 1940, the Chief was totally redesigned by Briggs Weaver, with plunger rear
suspension and his amazingly stylish full-skirted fenders that became an Indian trademark. When Ralph B. Rogers and his investors bought Indian
in 1945 with the intention of modernizing the company, the popular Scout model was dropped, and only the Chief was produced from 1946-48. These
Chiefs used the forks from the military 841 Indian, which was a very strong blade-type girder, and the old leaf-spring fork was dropped. In 1949,
no Chiefs were built, as the new Torque singles and twins began production, but their development troubles meant the Chief was hurriedly returned
to production for 1950, and it included telescopic forks for the first time, a right-hand throttle, and the engine was enlarged to a full 80 CI
(1300cc). The Roadmaster was the top-of-the-line touring models, and the Bonneville option was basically a factory speed kit, making it the fastest
Chief ever produced. This 1950 Indian Chief has been completely restored as a rider’s machine. It includes a full documentation of the rebuild by
Bo’s Indian in Pennsylvania, including all receipts and history, and it is a “full dresser” with fringed leather saddle and saddlebags. This super
rare Bonneville model is the top-of-the-line Chief with the fastest and largest engine Indian ever built, and it’s the smoothest rider Indian ever
made.

74 CI Maroon 49FL10284
First year for the Hydra-Glide front forks, Restored using mostly original parts, Fresh 74 CI engine, only started once, Period correct
tires and paint scheme, Hand shift with foot-operated clutch, Many original stainless steel parts as used for 1949
In 1949, Harley-Davidson dropped its forged springer fork in favor of a hydraulically damped telescopic fork. Harley-Davidson had experience
building tele-forks, as the military had asked it to copy a BMW R71 750cc side-valve twin in 1942 as a possible replacement the WL. While
the resulting XA model was a very limited-production machine, it gave Harley-Davidson experience building the forks and feedback on their
use in adverse conditions. It took a further seven years for Harley-Davidson to add teleforks to its civilian models, and only for the
second year of production for the new "Panhead" FL model in 1949. The Panhead was an improved Knucklehead motor with aluminum cylinder
heads atop modified Knuck crankcases, and hydraulic valve lifters, which softened performance but made valve adjusting a rare requirement.
The Panhead frame remained rigid, although it gained a wishbone front downtube that was stronger than the old EL frame. The 1949 Panhead was
restyled with larger fuel tanks, deep-valanced fenders, a one-piece handlebar and a headlamp cowl. These changes gave the new Hydra-Glide a
big-bike vibe and set the standard for Harley-Davidson styling that still defines what a Big Twin should look like. Further improvements
included brake shoes with 34-percent more friction surface, an oil-filter option and taper-roller steering-head bearings. While Harley-Davidson
didn't call it a Hydra-Glide, a metal panel on the forks did, and that’s how it was referred to ever after. This 1949 Harley-Davidson FL Panhead
Hydra-Glide is a first-year model with a period-correct paint scheme and tires. It was restored using mostly original parts, and has a fresh
rebuild of its 74 CI motor. It has a hand shift with a foot clutch and uses many original stainless-steel parts that are correct for 1949.
She's a beauty with low miles after a restoration, just waiting for solo saddle time.

TR6R DU63735
Beautifully presented albeit non-stock colors, this TR6 is the perfect show piece you wouldn't be afraid to ride, The ground up
restoration has been thorough and complete, leaving nothing for the new owner to do other than ride and enjoy it, Sold with Title

VIN/Serial 56 ST 1383
1956 Harley-Davidson Hummer, The Hummer was Harley's entry level machine and proved to be popular with even the most seasoned rider for it
agility on and off road, This particular example is especially striking in orange and black, traditional Harley-Davidson colors

NO RESERVE 74 CI 4-Speed Red 68FLH6700
Generator Shovelhead, This engine configuration was in production only 4 years, 1966-69, Basically the new Shovelhead top end on the Panhead crankcases until
Harley-Davidson introduced the alternator bottom end in 1970, Solo Seat, Engine guard, Mousetrap clutch

74 CI 4-Speed 49FL9336
From the collection of the well-known motorcycle road racer and team owner Jon Couch, This 1949 Harley-Davidson FL was showcased on 'Chasing
Classic Cars' with Wayne Carini while handling a Dream Collection Estate Sale, Only 193 miles since restoration
This 1949 Harley-Davidson FL originates from the collection of well-known motorcycle road-racer and team-owner Jon Couch. Not only did Couch
race motorcycles for his well-known TOBC Racing team, he also owned Rand Construction Corporation to fund his many passions. Couch once
restored a yacht known as Chanticleer that was owned by Hollywood film and radio star Frances Langford Evinrude. He also enjoyed piloting a
1954 T-28C airplane and flying his mother, Frances, to the motorcycle races. In 2014, Couch was at Virginia International Raceway for a race,
when he attempted a barrel roll in his plane. The plane struck a group of trees and Couch and his mother were tragically killed in the crash.
The man left a legacy of business success and a passion for motorcycles behind, one of those motorcycles being the Harley-Davidson FL featured
here. The FL model "Panhead" was introduced in 1948. The major improvement for the 1949 model year was the introduction of the "Hydra-Glide"
front end, which replaced the leading-link fork design. This telescopic design provided greater suspension travel and a higher level of riding
comfort. The rear "hard tail" suspension was kept for a few more years. Engine options for 1949 remained at 61 CI for the EL model and 74 CI
for the FL version. The 1949 FL also incorporated a larger front brake for much improved braking. The foot clutch and hand shift was also carried
over for the 1949 FL series. Showing a mere 193 miles since the restoration, this FL was showcased on "Chasing Classic Cars" with Wayne Carini
while handling a Dream Collection Estate Sale.